EP3831620B1 - Pneumatique - Google Patents

Pneumatique Download PDF

Info

Publication number
EP3831620B1
EP3831620B1 EP20210942.7A EP20210942A EP3831620B1 EP 3831620 B1 EP3831620 B1 EP 3831620B1 EP 20210942 A EP20210942 A EP 20210942A EP 3831620 B1 EP3831620 B1 EP 3831620B1
Authority
EP
European Patent Office
Prior art keywords
tire
layers
layer
strip material
tire according
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP20210942.7A
Other languages
German (de)
English (en)
Other versions
EP3831620A1 (fr
Inventor
Adrian Florin Nicula
Julien Alexandre Vaissaud
Peter Johann Cornelius Maus
Baudouin Duchene
Pierre Joseph Christian BASTIN
Paul Leclerc
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Goodyear Tire and Rubber Co
Original Assignee
Goodyear Tire and Rubber Co
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Goodyear Tire and Rubber Co filed Critical Goodyear Tire and Rubber Co
Publication of EP3831620A1 publication Critical patent/EP3831620A1/fr
Application granted granted Critical
Publication of EP3831620B1 publication Critical patent/EP3831620B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C19/00—Tyre parts or constructions not otherwise provided for
    • B60C19/002—Noise damping elements provided in the tyre structure or attached thereto, e.g. in the tyre interior
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C5/00—Inflatable pneumatic tyres or inner tubes

Definitions

  • the present invention is directed to a pneumatic tire comprising noise dampening foam strip material. Moreover, the present invention is directed to a method of manufacturing a noise dampened tire.
  • Tires generate noise when driving. It is known in the art that at least a part of that noise may be dampened by including foam material within the tire cavity so as to dampen tire cavity noise.
  • An example of such a noise dampening material is given in United States Patent Publication No. 20120125507 A1 in which a single layer of rubber foam is applied to the innerliner of a tire.
  • relatively thick layers result in internal strains in the foam material due to flexing and bending, thereby resulting in limited durability as fatigue cracks may occur.
  • tires are almost completely filled with foam. Filling essentially the whole tire cavity with foam is expensive and may also negatively affect cooling properties as well as driving performance of the tire.
  • EP 3 431 309 A1 discloses a pneumatic tire in accordance with the preamble of appended claim 1.
  • DE 11 2016 000 556 T5 discloses a noise dampening element attached to a tire via a heat conducting element. Noise dampening has recently become of even more importance in view of the growing number of electric vehicles which generate very little engine noise and accordingly which do not appreciably mask tire noise. Since tire noise is more noticeable in the operation of electric vehicles, such vehicles should optimally be equipped with tires that generate very little noise so that tire noise is not as evident. In the world today there continues to be a long felt need for tires that generate lower levels of noise during operation and there the demand for advanced noise cancellation technologies for pneumatic tires is higher than ever. However, significant room for improvement in this field of tire technology remains.
  • a first object of the invention may be to provide an advanced noise dampened pneumatic tire.
  • Another object of the invention may be to provide an advanced noise dampened pneumatic tire which is relatively easy to produce at a commercially viable cost.
  • Yet another object of the invention may be to provide an advanced noise dampened tire having a flexible noise dampening system adaptable to different tires, in particular different tire sizes.
  • Still another object of the invention may be to provide a pneumatic tire with a foam noise dampener that allows a more homogeneous weight distribution and/or has less tensions within the dampening material.
  • a pneumatic tire comprising two spaced apart bead portions, a tread portion, a pair of sidewalls extending radially inward from axially outer edges of the tread portion to join the respective beads, the axially outer edges of the tread portion defining a tread width, a carcass, an innerliner covering the carcass and defining a tire cavity.
  • the tire comprises multiple layers of open cell noise dampening foam strip (material) attached on top of each other to the innerliner within the tire cavity in an area radially below the tread portion, wherein each layer has an axial width ranging from 20% (preferably 30%) to 80% of the tread width and a radial thickness ranging from 5% to 20% of the tread width and said multiple layers fill together from 8% (preferably 15%) to 40% of the volume of the tire cavity.
  • Providing a plurality of layers of foam strip material on top of one another or in other words in a stacked manner or arrangement may allow on the one hand to use same or similar strip material depending on the desired level of noise dampening and on the other hand to use the same or similar material for different tire sizes.
  • the desired amount of foam material for the tire cavity has been found by the inventors to constitute a good compromise between material cost, covered space and/or dampening properties.
  • the open cell dampening material is much more suitable for dampening noise and/or vibration than closed cell foam material.
  • an acoustic attenuation of tire cavity resonance is supported by the noise damping features of the present invention.
  • Open cell noise damping foam material shall however not be understood herein as covering fully reticulated foam which constitutes merely a three-dimensional net, substantially free of cells or cell walls. While such material may have relatively good ventilation properties it is not suitable for dampening noise. Moreover, the latter material is relatively expensive.
  • Another advantage of the present invention consists in the possibility to have multiple relatively thin layers arranged on top of each other instead of one thick layer. This helps to fix one or more ends of the layers in an easier manner as strain and/or bending forces are limited due to flexibility in each layer. The curvature of the tire is followed more easily by the plurality of the layers, wherein each of the layers have a different length (depending on the surface it is attached to). This results also in an easier installation procedure and reduces the risk that foam strips loosen from the innerliner. The risk of rupture of the strip material due to forces during mounting and/or use during tire life is reduced.
  • the open cell noise damping material has a density from 0.01 to 1 g/cm 3 , optionally from 0.02 to 0.5 g/cm 3 . Such material has turned out to be of particular interest.
  • the open cell noise damping foam strip material comprises from 55% to 95% (or preferably from 60% to 90%) open cells (of all cells) in the material.
  • An open cell can be understood as a cell having at least one aperture.
  • open cells are not fully closed or not fully enclosed by a cell wall. Closed cell foam does not fall into the above range as most cells of this foam type are closed. Fully or almost fully reticulated foam does not fall under that range either as it has almost no walls and constitutes rather an open grid. Whether cells are open or not (i.e. closed) can for instance be determined by light microscopy, SEM or NMR. Cell sizes could typically range from 10 ⁇ m to 1mm (maximum diameter).
  • the density of the open cell noise damping foam strip material in a first layer contacting the innerliner is lower than a density of a second layer of open cell noise damping foam strip material attached to the first layer.
  • Higher density may improve acoustic damping but allows for smaller thermal conduction which may negatively impact durability of the foam and/or the tire.
  • a lower density open cell noise damping foam strip material may improve thermal conduction but has more limited acoustic damping characteristics.
  • the foam material can be comprised of one or more of the following: polyurethane foam, polyethylene foam, foam rubber, and the like.
  • Suitable polyurethane foams are typically made by the polymerization of a diisocyanate and a polyol in the presence of a suitable blowing agent.
  • a wide variety of rubber foams can be utilized in the practice of this invention with natural rubber, synthetic polyisoprene rubber, polybutadiene rubber, nitrile rubber, and styrenebutadiene rubber foams being commonly used.
  • foam rubbers are typically made by foaming a natural or synthetic rubber latex with a chemical foaming agent.
  • the chemical foaming agent will typically be an azo compound, such as azodicarbonamide, a hydrazine compound, a carbazide, a tetrazole, a nitroso compound, and/or a carbonate, such as sodium bicarbonate.
  • an azo compound such as azodicarbonamide, a hydrazine compound, a carbazide, a tetrazole, a nitroso compound, and/or a carbonate, such as sodium bicarbonate.
  • the open cell noise damping foam strip material is adapted and/or used for dampening tire cavity noise, in particular in the range from 100 Hz to 300 Hz or in the range from 100 Hz to 200 Hz or from 200 Hz to 300 Hz.
  • the open cell noise damping foam strip material is (essentially) free of reticulated foam.
  • said multiple layers are formed by a strip spirally wound on top of one another.
  • a first layer of said multiple layers has a first butt splice arranged at a first circumferential position of the tire cavity
  • a second layer of said multiple layers has a second butt splice arranged at a second circumferential position of the tire cavity which is different from the first circumferential position.
  • each layer may be made of a single piece of foam strip material provided in a circumferential direction within the tire cavity and closed at its two ends with a butt splice.
  • the position of the splice may result in unbalances. Having multiple layers on top of each other with splices at different circumferential (or angular) position helps to reduce such unbalances.
  • the position of the second butt splice of the second layer is arranged at an angular position which is in the range of 100° to 260°, optionally between 130° and 230°, circumferentially shifted (or rotated) from an angular position of the first butt splice of the first layer.
  • an essentially opposite arrangement may be of particular interest, e.g. to avoid unbalances.
  • splices positioned at the bottom of a stack of layers are protected by the layers above as the splices are not provided at the same angular position. The probability of loosening of a whole foam strip is thereby further reduced compared to the provision of one relatively thick strip.
  • the layers have one or more of: an axial width from 50% to 70% of the tread width and a radial thickness from 5% to 15% of the tread width and, optionally, fill together from 20% to 40% of the volume of the tire cavity.
  • This combination of parameters has been found by the inventors as even more desirable. This does not necessarily mean (as for the broader ranges) that all layers have the same width and/or thickness.
  • tire cavity shall be understood as the volume enclosed by the innerliner of the tire (especially in an unmounted and uninflated state), and closed by an (imaginary) circumferential ring-shaped plane contacting the radially innermost edges of both bead portions.
  • the layers are arranged essentially in parallel to the equatorial plane of the tire and have each a length covering at least 80% of the inner circumference of the tire, preferably at least 90% or at least 99%.
  • the layers may be continuously arranged - either on top of each other or spirally wound.
  • the number of layers is from 2 to 4 layers, preferably 2 or 3 layers. This number may provide a good compromise between flexibility and work amount needed to install the layers.
  • a first layer attached to the inner liner is longer than a second layer attached onto the first layer.
  • the length of the radially innermost circumferential surface of the second layer is smaller than the length of the radially innermost circumferential surface of the first layer.
  • a first foam strip layer attached to the innerliner has a smaller axial width than a second layer arranged on top of (or in other words radially inside of) the foam strip layer attached to the inner liner.
  • a second layer arranged on top of (or in other words radially inside of) the foam strip layer attached to the inner liner.
  • the second layer has an at least 20% larger width than the first layer attached to the inner liner, and optionally at most 50% larger width than the first layer.
  • At least two of said layers are mechanically interlocked (or form fit), in other words they are connected to one another along their length.
  • said interlocking is essentially continuous over the length of the strip.
  • said layers are mechanically interlocked by one or more of: dove tail connection(s), hook-and-loop-connections such as a Velcro connection, plastic pins extending through said layers and having lateral protrusions on both ends so as to hold said layers together.
  • Dove tail connectors may in general cover also T-shaped connectors.
  • At least one of the layers has a butt splice mechanically interlocked at its meeting face sides. This may also help to avoid gluing. For instance, above mentioned means for interlocking could be used.
  • the tire is free of sealant material, in particular free of sealant material on the innerliner.
  • the layers are interconnected to one another by at least one of: glue, hook-and-loop-connection tape such as Velcro tape, adhesive tape, double-sided adhesive tape, plastic connectors, plastic screws.
  • a radially outermost foam strip material layer is attached to the innerliner by at least one of a sealant material and an adhesive.
  • this sealant material can be used as adhesive.
  • At least one of the layers is coated with metal.
  • a metal coating helps to guide heat away from hot spots. This may be of particular interest for the surfaces of the layer facing and/or attached to the innerliner of the tire.
  • the metal coating can be done by various methods such as metallization, galvanic coating, sputtering, chemical vapor deposition and/or foil coating,
  • At least two layers have one or more of: the same radial thickness and the same radial width, wherein said multiple layers are optionally made of the same material. Such parameters may help to reduce costs and/or facilitate mounting.
  • the tire is one of: a truck tire, a bus tire, a passenger car tire.
  • vehicles having closed cabins may benefit from the invention as the noise level inside the passenger cabin can be reduced.
  • the tire is a bus tire for a rim size of 22.5 inch.
  • a tire rim assembly (or wheel)
  • the assembly comprising a rim and a tire mounted to the rim, wherein the tire comprises two spaced apart beads, a tread portion, a pair of sidewalls extending radially inward from axially outer edges of the tread portion to join the respective beads, wherein the axially outer edges of the tread portion define a tread width, a carcass, an innerliner covering the carcass and enclosing a tire cavity together with the rim.
  • said tire comprises multiple layers of open cell noise damping foam strip material attached on top of each other to the innerliner within the tire cavity in an area radially below the tread portion, wherein a single layer has an axial width from 30% to 80% of the tread width and a radial thickness from 5% to 20% of the tread width and said multiple layers together fill from 15% to 45% of the volume of the tire cavity.
  • a method of manufacturing a foam dampened pneumatic tire comprising the steps of: providing a pneumatic tire having a tire cavity; attaching a first layer of open cell, noise damping foam strip material circumferentially to an innerliner of the tire; attaching a second layer of open cell noise damping foam strip material onto the first layer.
  • the method further comprises the step of attaching a third layer onto the second layer.
  • the method further comprises the step of providing a first strip of the open cell noise damping foam strip material and attaching the first strip circumferentially to the innerliner of the tire and optionally closing the first strip at its two ends by a butt splice.
  • the method further comprises the step of providing a second strip of the open cell noise damping foam strip material and attaching the second strip circumferentially onto the first strip and optionally closing the second strip at its two ends by a butt splice, and wherein, optionally, the second strip is shorter than the first strip.
  • the butt splice of the second layer is arranged at an angular position which ranges from 100° to 260°, optionally from 130° to 230°, circumferentially shifted (or rotated) from an angular position of the first butt splice of the first layer.
  • a strip of open cell noise damping foam strip material is provided, which is longer than the inner circumference of the tire, and the strip is spirally applied in parallel to the equatorial plane of the tire so as to form at least two (or at least three) layers of the open cell noise damping foam strip material radially on top of one another.
  • damping and dampening shall be replaceable within the present description.
  • Figure 1 is a schematic cross-section of a bus or truck tire 1.
  • the tire 1 has a tread 10 (or in other words a tread portion), an inner liner 13, a belt structure comprising a plurality of belt plies 12, a carcass ply 9, two sidewalls 2, and two bead regions 3 comprising bead filler apexes 5 and beads 4.
  • the carcass ply 9 includes a pair of axially opposite end portions 6, each of which is associated with a respective one of the beads 4.
  • Each axial end portion 6 of the carcass ply 9 may be turned up and around the respective bead 4 to a position to anchor each axial end portion 6.
  • the tire 1 comprises two (stacked) layers 30 of a noise damping foam strip material. They are attached to the radially inner side of the innerliner 13, preferably by means of a glue such as Loctite ® from Henkel, for instance the 5900 series including 5900, 5910 and 5970. Both layers 30 are essentially arranged in the circumferential direction in parallel to the equatorial plane EP of the tire 1.
  • the radial direction r, the circumferential direction c and the axial direction a have been indicated for the sake for easier reference. It is noted however, that the depicted orientations of the axial direction a and the circumferential direction c shall not be limiting the invention.
  • the volume covered by the two layers 20 shall be in accordance with the invention at least 8% (preferably 15%) of the tire cavity volume but less than 40% of the latter.
  • the volume of the tire cavity shall be understood as the volume enclosed by the innerliner of the tire (especially in an unmounted and uninflated state) and closed by an (imaginary) circumferential ring-shaped plane contacting the radially innermost edges of both bead portions 3. That plane is schematically shown in Figure 1 by a dashed line connecting the radially innermost edges of the tire 1.
  • each layer of multiple layers may be wound in the circumferential direction, wherein each layer 30 may have a butt splice 31.
  • butt splices of different layers 30 are not provided at same angular positions but are for instance mounted opposite to each other as shown in Figure 5 (shifted by 180° with respect to the circumferential direction).
  • the tire 1 as such is not shown in Figure 5 .
  • the axial direction a is indicated in the center of the circumferentially arranged layers 30.
  • multiple layers 30' could be spirally wound on top of each other. This limits the number of splices and simplifies mounting. As in other embodiments, multiple layers 30' may for instance be glued to one another. Alternatively, other means may be used such as adhesive tapes or for instance Velcro connections. Further options are described in the context of other embodiments.
  • Figure 1 suggests a plurality of tire components including for instance apexes 5, chippers 7 and flippers 8, such components are not mandatory for the invention.
  • the turned-up end of the carcass ply 9 is not necessary for the invention or may pass on the opposite side of the bead area 3 and end on the axially inner side of the bead 4 instead of the axially outer side of the bead 4.
  • the tire could also have for instance more or less than four grooves or a different number of belt plies than depicted.
  • Figure 2 shows another example of a tire 101 which has multiple layers 103, 103' of open cell noise dampening foam strip material.
  • Figure 2 shows a first layer 103 of open cell noise dampening foam strip material which has a first axial width and a second layer 103' which has a second, larger axial width than the first layer 103.
  • This arrangement may help to improve cooling of the tire in an area below the tread 10.
  • This effect may be further improved by providing an open cell noise dampening foam strip material with lower density in layer 103 than in layer 103'.
  • layer 103' may have better noise dampening properties than layer 103 while allowing a better cooling of the tread area than in the arrangement shown in Figure 1 .
  • FIG. 3 shows yet another embodiment in accordance with the invention in which a tire 110 has four layers 130 of open cell noise dampening foam strip material.
  • a first layer 130 is attached to the innerliner 13 by means of a sealant layer 11.
  • the sealant layer 11 acts as adhesive.
  • Sealants are typically used to seal punctures in the tread 10, as for instance by screws or nails.
  • Such sealant material is typically very sticky and known to the person skilled in the art.
  • layers 130 are connected to each other by dove tail connections.
  • each layer 130 has on one side a male element and on its opposite side a female element for mechanically interconnecting or fitting layers between each other.
  • such interconnecting elements are provided in a center area of the layers 130.
  • Figure 4 shows another embodiment in accordance with the present invention in which a tire 111 has three layers 133 mechanically interconnected again by dove tail connectors.
  • the male dove tale connector element of a first layer 133 is glued to the innerliner 13 of the tire.
  • This configuration has the advantage that the male element has a smaller axial width than the whole axial width of the first layer 133 and creates a distance between the majority of the surface of the layer 133 facing the innerliner 13 below the tread. Thereby, a slot is created between the first layer 133 and the inner liner 13 which improves the cooling properties of the shown example.
  • Said first layer 133 has a female dove tail connector element on a side of the layer 133 opposite to the side on which the male connector is arranged.
  • the female connector is provided on a radially inner side of the layer 133
  • the male connector is provided on a radially outer side of the layer 133. The same may apply respectively for one or more further layers attached to the first layer 133.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)
  • Tyre Moulding (AREA)

Claims (15)

  1. Bandage pneumatique (1), qui comprend deux portions espacées (3) faisant office de talons, une portion faisant office de bande de roulement, une paire de flancs (2) qui s'étendent dans la direction radiale vers l'intérieur à partir de bords de la portion faisant office de bande de roulement, externes dans la direction axiale, pour joindre les portions respectives (3) faisant office de talons, les bords de la portion faisant office de bande de roulement, externes dans la direction axiale, définissant une largeur de bande de roulement, une carcasse (9), un calandrage intérieur (13) qui recouvre la carcasse (9) et qui définit une cavité de bandage pneumatique, et plusieurs couches (30, 30', 103, 103', 130, 133) d'une matière sous la forme d'une bande de mousse à alvéoles ouvertes procurant un amortissement du bruit, fixées l'une sur l'autre au calandrage intérieur (13) au sein de la cavité du bandage pneumatique, dans une zone située, dans la direction radiale sous la portion faisant office de bande de roulement, dans lequel lesdites plusieurs couches (30, 30', 103, 103', 130, 133) remplissent ensemble de 8 % à 40 % du volume de la cavité du bandage pneumatique, caractérisé en ce que chaque couche (30, 30', 103, 103', 130, 133) possède une largeur axiale qui représente de 20 % à 80 % de la largeur de la bande de roulement et une épaisseur radiale qui représente de 5 % à 20 % de la largeur de la bande de roulement.
  2. Bandage selon la revendication 1, caractérisé en ce que la matière sous la forme d'une bande de mousse à alvéoles ouvertes procurant un amortissement du bruit possède une masse volumique qui se situe dans une plage allant de 0,01 g/cm3 à 1 g/cm3.
  3. Bandage selon la revendication 1 ou la revendication 2, caractérisé en ce que lesdites plusieurs couches (30, 30', 103, 103', 130, 133) sont réalisées en une seule pièce et sont enroulées en spirale les unes sur les autres dans la cavité du Bandage.
  4. Bandage selon une ou plusieurs des revendications précédentes, caractérisé en ce qu'une première couche parmi lesdites plusieurs couches (30, 30', 103, 103', 130, 133) possède une première épissure en about (31) disposée à une première position circonférentielle de la cavité du Bandage, et dans laquelle une deuxième couche parmi lesdites plusieurs couches possède une deuxième épissure en about (31) disposée à une deuxième position circonférentielle de la cavité du Bandage qui est différente de la première position circonférentielle, dans lequel, de manière facultative, la position de la deuxième épissure en about de la deuxième couche est disposée à une position angulaire qui est décalée à concurrence d'une valeur entre 100° et 260° en direction circonférentielle par rapport à une position angulaire de la première épissure en about de la première couche.
  5. Bandage selon une ou plusieurs des revendications précédentes, caractérisé en ce que les couches (30, 30', 103, 103', 130, 133) possède une ou plusieurs caractéristiques choisies parmi : une largeur axiale qui se situe dans une plage allant de 50 % à 70 % de la largeur de la bande de roulement, une épaisseur radiale qui se situe dans une plage allant de 5 % à 15 % de la largeur de la bande de roulement, et/ou remplissent ensemble de 20 % à 40 % du volume de la cavité du Bandage.
  6. Bandage selon une ou plusieurs des revendications précédentes, caractérisé en ce que chacune des couches (30, 30', 103, 103', 130, 133) est disposée de manière essentielle parallèlement au plan équatorial (EP) du Bandage et/ou possède une longueur qui recouvre au moins 80 % de la circonférence intérieure du Bandage.
  7. Bandage selon une ou plusieurs des revendications précédentes, caractérisé en ce qu'une première couche d'une matière sous la forme d'une bande de mousse (103) fixée au calandrage intérieur (13) possède une largeur axiale inférieure à celle d'une deuxième couche d'une matière sous la forme d'une bande de mousse (103') disposée par-dessus la première couche de matériau de bande de mousse (103) fixée au calandrage intérieur (13).
  8. Bandage selon une ou plusieurs des revendications précédentes, caractérisé en ce qu'au moins deux desdites couches (130) sont verrouillées l'une à l'autre par voie mécanique sur leur longueur, dans lequel ledit verrouillage réciproque est, de manière facultative, essentiellement continu sur toute la longueur de la matière sous la forme d'une bande de mousse entre deux couches fixées l'une par-dessus l'autre ; et/ou dans lequel lesdites couches sont, de manière facultative, verrouillées l'une à l'autre par voie mécanique par l'intermédiaire d'un ou de plusieurs moyens choisis parmi : un ou plusieurs assemblages à queue d'aronde, un ou plusieurs raccords en dents de scie, des fixations de type velcro, des rivets en plastique et des vis en plastique.
  9. Bandage selon une ou plusieurs des revendications précédentes, caractérisé en ce qu'au moins une des couches possède une épissure en about (31) soumise à un verrouillage réciproque par voie mécanique sur ses côtés face qui se rencontrent.
  10. Bandage selon une ou plusieurs des revendications précédentes, caractérisé en ce que les couches (30, 30', 103, 103', 130, 133) sont reliées entre elles par l'intermédiaire d'au moins moyen choisi parmi: de la colle, ruban de fixation de type velcro, un ruban adhésif, un ruban adhésif double face, des rivets en plastique, et des vis en plastique ; et/ou dans lequel une couche de matière sous la forme d'une bande de mousse externe dans la direction radiale est fixée au calandrage intérieur (13) par au moins un moyen choisi parmi une matière procurant une étanchéité et un adhésif.
  11. Bandage selon une ou plusieurs des revendications précédentes, caractérisé en ce qu'au moins une des couches (30, 30', 103, 103', 130, 133) est revêtue de métal.
  12. Bandage selon une ou plusieurs des revendications précédentes, caractérisé en ce qu'au moins deux couches (30, 30', 103, 103', 130, 133) comprennent une ou plusieurs caractéristiques choisies parmi: une même épaisseur radiale, une même largeur radiale, et une même matière sous la forme d'une bande de mousse.
  13. Bandage, selon une ou plusieurs des affirmations précédentes, est un Bandage d'autobus pour une dimension de jante de 22,5 pouces.
  14. Bandage selon une ou plusieurs des revendications précédentes, caractérisé en ce que le matériau en bande de mousse à cellules ouvertes pour l'amortissement du bruit comprend une ou plusieurs des matières indiquées ci-après: une mousse de polyuréthane, une mousse de polyéthylène et du caoutchouc mousse.
  15. Procédé de fabrication d'un Bandage équipé d'un amortissement en mousse selon une ou plusieurs des revendications précédentes, caractérisé en ce que le procédé comprend au moins les étapes dans lesquelles: on fournit un Bandage qui possède une cavité de Bandage ; on fixe une première couche d'une matière sous la forme d'une bande de mousse à alvéoles ouvertes procurant un amortissement du bruit dans la direction circonférentielle sur un calandrage intérieur (13) du Bandage ; on fixe une deuxième couche d'une matière sous la forme d'une bande de mousse à alvéoles ouvertes procurant un amortissement du bruit sur la première couche.
EP20210942.7A 2019-12-04 2020-12-01 Pneumatique Active EP3831620B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
US201962943417P 2019-12-04 2019-12-04

Publications (2)

Publication Number Publication Date
EP3831620A1 EP3831620A1 (fr) 2021-06-09
EP3831620B1 true EP3831620B1 (fr) 2023-04-19

Family

ID=73654693

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20210942.7A Active EP3831620B1 (fr) 2019-12-04 2020-12-01 Pneumatique

Country Status (4)

Country Link
US (1) US11912072B2 (fr)
EP (1) EP3831620B1 (fr)
JP (1) JP2021088355A (fr)
CN (1) CN112895815B (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2023021300A1 (fr) * 2021-08-19 2023-02-23 Carbon Air Limited Roue de véhicule

Family Cites Families (28)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1276485B (de) * 1961-06-23 1968-08-29 Continental Gummi Werke Ag Fahrzeugluftreifen mit einem Guertel
JPS58185305A (ja) * 1982-04-24 1983-10-29 Sumitomo Rubber Ind Ltd 安全タイヤ
JP2790982B2 (ja) * 1994-11-15 1998-08-27 住友ゴム工業株式会社 空気入りラジアルタイヤ
DE602004021448D1 (de) * 2004-03-16 2009-07-16 Sumitomo Rubber Ind Pneumatischer Reifen mit einer Mehrzahl an Geräuschdämpfern
EP1795378B1 (fr) * 2005-12-08 2011-05-25 Sumitomo Rubber Industries, Ltd. Pneumatique avec un amortisseur de bruit
JP4833783B2 (ja) * 2006-09-26 2011-12-07 横浜ゴム株式会社 タイヤ騒音低減装置及び空気入りタイヤ
US20080142136A1 (en) 2006-12-19 2008-06-19 Katherine Ann Folk Foam filled tire
JP4338761B2 (ja) * 2008-01-29 2009-10-07 住友ゴム工業株式会社 制音具付き空気入りタイヤ
DE102009024454A1 (de) * 2009-06-10 2010-12-16 Audi Ag Luftreifen
JP4983876B2 (ja) * 2009-09-11 2012-07-25 横浜ゴム株式会社 タイヤ騒音低減装置及びそれを備えた空気入りタイヤ
US20110308706A1 (en) 2010-06-21 2011-12-22 The Goodyear Tire & Rubber Company Method for making pneumatic tire with foam noise damper
US20110308705A1 (en) 2010-06-21 2011-12-22 Paul Harry Sandstrom Method for making pneumatic tire with foam noise damper
US20120073717A1 (en) 2010-09-24 2012-03-29 Giorgio Agostini Method for making pneumatic tire with foam noise damper
US20120125507A1 (en) 2010-11-24 2012-05-24 Bormann Rene Louis Tire with foamed noise damper
US20120125525A1 (en) 2010-11-24 2012-05-24 Ramendra Nath Majumdar Method for making pneumatic tire with foam noise damper
US20130032262A1 (en) 2011-08-02 2013-02-07 Bormann Rene Louis Tire with foamed noise damper
US8888939B2 (en) 2012-10-31 2014-11-18 The Goodyear Tire & Rubber Company Method of applying an annular strip to a tire
JP6467950B2 (ja) * 2015-01-29 2019-02-13 横浜ゴム株式会社 空気入りタイヤ
KR101940965B1 (ko) 2016-12-07 2019-01-21 스미토모 고무 고교 가부시키가이샤 공기입 타이어
CN108463356B (zh) 2016-12-20 2020-08-04 住友橡胶工业株式会社 充气轮胎
US10647168B1 (en) * 2016-12-28 2020-05-12 Sumitomo Rubber Industries, Ltd. Pneumatic tire
DE102017210916A1 (de) * 2017-06-28 2019-01-03 Continental Reifen Deutschland Gmbh Fahrzeugradbauteil aufweisend ein Akustikelement
DE102017210926A1 (de) * 2017-06-28 2019-01-03 Continental Reifen Deutschland Gmbh Fahrzeugluftreifen
DE102017210931A1 (de) * 2017-06-28 2019-01-03 Continental Reifen Deutschland Gmbh Fahrzeugluftreifen
DE102017210912A1 (de) * 2017-06-28 2019-01-03 Continental Reifen Deutschland Gmbh Fahrzeugluftreifen aufweisend ein Akustikelement
JP6853751B2 (ja) * 2017-08-14 2021-03-31 株式会社ブリヂストン 空気入りタイヤ
US11760136B2 (en) * 2018-05-15 2023-09-19 Bridgestone Americas Tire Operations, Llc Tire with multi-layer insert
JP2020093680A (ja) * 2018-12-13 2020-06-18 株式会社ブリヂストン 乗用車用空気入りラジアルタイヤ

Also Published As

Publication number Publication date
JP2021088355A (ja) 2021-06-10
CN112895815B (zh) 2023-03-31
CN112895815A (zh) 2021-06-04
US20210170809A1 (en) 2021-06-10
US11912072B2 (en) 2024-02-27
EP3831620A1 (fr) 2021-06-09

Similar Documents

Publication Publication Date Title
US8997806B2 (en) Tire noise reduction device
AU681065B2 (en) A radial ply pneumatic tire
EP1967391B1 (fr) Procédé de fabrication de pneumatique à faible bruit
EP2452832B1 (fr) Pneu avec une couche intérieure et son procédé de fabrication
US7743808B2 (en) Assembly of pneumatic tire, noise damper and rim
EP1510366A1 (fr) Ensemble pneumatique-jante, element insonorisant utilise avec cet ensemble et procede de stockage de pneumatiques
CN101516645B (zh) 充气轮胎及其制造方法
WO2015111314A1 (fr) Pneu
US20140246133A1 (en) Tire containing a component for reducing vibration-generated noise in a tire and method for reducing tire noise
WO2005012005A1 (fr) Pneumatique insonorise
EP3437900A1 (fr) Pneumatique
EP3670212B1 (fr) Pneumatique
JP2005262921A (ja) 空気入りタイヤとリムとの組立体
EP3831620B1 (fr) Pneumatique
JP2010269734A (ja) 空気入りタイヤ
US20110030865A1 (en) Foam filled tire
EP3831621B1 (fr) Pneumatique
EP3831622B1 (fr) Pneumatique
CN109476181B (zh) 充气轮胎
WO2021214096A1 (fr) Pneumatique
JPH06336103A (ja) 空気入り安全タイヤ付き車輪
LU503431B1 (en) Pneumatic tyre comprising sound absorbing device
JP2002087003A (ja) ホイール
EP3778267A1 (fr) Pneumatique et procédé de construction dudit pneumatique

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION HAS BEEN PUBLISHED

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20211209

RBV Designated contracting states (corrected)

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

RIC1 Information provided on ipc code assigned before grant

Ipc: B32B 7/04 20190101ALI20220906BHEP

Ipc: B60C 19/00 20060101AFI20220906BHEP

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: GRANT OF PATENT IS INTENDED

INTG Intention to grant announced

Effective date: 20221104

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE PATENT HAS BEEN GRANTED

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 602020009851

Country of ref document: DE

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

REG Reference to a national code

Ref country code: AT

Ref legal event code: REF

Ref document number: 1560921

Country of ref document: AT

Kind code of ref document: T

Effective date: 20230515

REG Reference to a national code

Ref country code: LT

Ref legal event code: MG9D

REG Reference to a national code

Ref country code: NL

Ref legal event code: MP

Effective date: 20230419

REG Reference to a national code

Ref country code: AT

Ref legal event code: MK05

Ref document number: 1560921

Country of ref document: AT

Kind code of ref document: T

Effective date: 20230419

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230419

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230419

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230821

Ref country code: NO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230719

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230419

Ref country code: AT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230419

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: RS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230419

Ref country code: PL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230419

Ref country code: LV

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230419

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230419

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230819

Ref country code: HR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230419

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230720

Ref country code: AL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230419

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20230929

Year of fee payment: 4

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230419

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230419

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 602020009851

Country of ref document: DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SM

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230419

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230419

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230419

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230419

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230419

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230419

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20231003

Year of fee payment: 4

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed

Effective date: 20240122

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230419

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230419

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: IT

Payment date: 20240102

Year of fee payment: 4

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20231201

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MC

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230419

REG Reference to a national code

Ref country code: BE

Ref legal event code: MM

Effective date: 20231231

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MC

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230419

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20231201